It is planned to extend the underground transport tube gradually from 2030

As presented in Zurich, the Cargo Sous Terrain (CST) group announced a plan for an underground transport tube for goods stretching across Switzerland. According to CST, forecasts conducted by the federal office for regional development and roads show an increase in freight traffic in 2030 by 45 percent from levels in 2010. The currently existing traffic system will be overloaded and faces increasing difficulties absorbing the rising amount of freight traffic. A feasibility study conducted by CST confirms that the technical and commercial viability.

Connections with other cities in Switzerland like Geneva, St. Gallen, Basel or Lucerne will follow

Planned network in Switzerland (Cargo Sous Terrain)

It is planned to extend the underground transport tube gradually from 2030. The first connection is put into operation by 2030 between Härkingen-Niederbipp in the canton and Solothurn to Zurich with more than 65 kilometers. The costs for this first route section are now estimated at CHF3.5 billion ($3.4 billion). Connections with other cities in Switzerland like Geneva, St. Gallen, Basel or Lucerne will follow.

The completely automated loading and unloading takes place in the transshipment points

The system comprises an underground transport tube and a fine distribution in the urban centers – click to enlarge (Cargo Sous Terrain)

The transport system comprises two elements: An underground transport tube plus an efficient and an environmentally friendly fine distribution in the urban centers. Electrically driven transport vehicles will deliver goods automated and unmanned in a three-lane tunnel and a velocity of 30 kilometers an hour. The system runs all day. The completely automated loading and unloading take place in the transshipment points. Quiet and clean car transporter collect and distribute the goods in the city centers.

Tunnel cross-section (Cargo Sous Terrain)

It is also expected to cut down a considerable amount of carbon dioxide emissions and noise pollution. Compared with conventional transport methods, carbon dioxide emissions will be 80 percent lower per ton of goods. The system will completely be powered with energy from renewables.

Smart window with a pencil-like engraved nanostructure onto the glass

“This is the first time that a nanostructure has been combined with a thermochromic coating. The bio-inspired nanostructure amplifies the thermochromic properties of the coating and the net result is a self-cleaning, highly performing smart window,” said Dr. Ioannis Papakonstantinou of UCL.

The University College London (UCL) developed a new type of window. They call it smart window. In fact, it is not the entire window which is smart. To be precise, the focus is on the window glass. The scientists improved the glass extensively with a pencil-like engraved nanostructure onto the glass and demonstrated three benefits with their prototypes making the glass ‘smart’.

Anti-glare

Due to the applied nanostructure engraved onto the glass, their smart window (glass) has anti-reflective properties. They compare it with the eye of a moth which looks matt and black to protect against predators. The advantage is that less than five percent of the internal light in a room can be reflected. This increases the comfort for building occupants. Other prototypes like vanadium dioxide coated, energy-saving windows achieve 20-30 percent.

Self-cleaning

The engraved nanostructure makes the smart window (glass) resistant to water. Hitting rain drips off easily and rolls over the surface in the form of spherical droplets. At the same time, the raindrops pick up dirt and carry it away. Normal glass is different. Raindrops cling to the surface before they slide down more slowly. After drying, one can see their marks.

Energy-saving

The smart window (glass) is coated with a very thin film of vanadium dioxide. The layer is 5 – 10 nanometres thick. According to EPSRC (Engineering and Physical Sciences Research Council), it stops thermal radiation and prevents heat losses during cold seasons. During hot periods, it reduces the cooling demand because less infrared radiation is entering the building. The use of vanadium is a real advantage compared to other coatings. Vanadium dioxide is not expensive. It is an abundant element and occurs naturally in about 65 different minerals.

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A scanning electron microscope photograph shows the pyramid-like nanostructures engraved onto glass, at 200 nm they are 100 times smaller than a human hair. Controlling the surface morphology at the nanoscale allows scientists us to tailor how the glass interacts with liquids and light with high precision (UCL)

Dr. Ioannis Papakonstantinou of UCL, project leader, explains: “It’s currently estimated that, because of the obvious difficulties involved, the cost of cleaning a skyscraper’s windows in its first 5 years is the same as the original cost of installing them. Our glass could drastically cut this expenditure, quite apart from the appeal of lower energy bills and improved occupant productivity thanks to less glare. As the trend in architecture continues towards the inclusion of more glass, it’s vital that windows are as low-maintenance as possible.”

It is estimated that this smart window (glass) can come onto the market within 3-5 years. The success depends on industrial interests.

A smart glass prototype developed by the UCL team. The dark areas are decorated with the nanostructures, which significantly suppress reflections. They also repel water forcing it to form nearly spherical droplets and preventing it from wetting the surface of the glass. The UCL logo is made of untreated glass and appears significantly more reflective compared with its surrounding region (UCL)

Dr. Papakonstantinou says: “We also hope to develop a ‘smart’ film that incorporates our nanostructures and can easily be added to conventional domestic, office, factory and other windows on a DIY basis to deliver the triple benefit of lower energy use, less light reflection and self-cleaning, without significantly affecting aesthetics.”

The research project ended in September 2015 and has been funded with around £100,000 from the Engineering and Physical Sciences Research Council (EPSRC).

The load capacity of 100 kilogrammes is enough to transport a passenger for a 23 minutes' flight at a medium speed of 100 km/h

This independent human travel solution can bring a disruptive change to the future intelligent transportation in cities

In January 2016, EHANG globally launched EHang 184. The world’s first 100 percent electric powered personal Autonomous Aerial Vehicle (AAV) needs no fossil fuels. If renewables are used to charge the battery, passengers can fly the drone completely environmentally friendly. This safe, green and smart autonomous aerial vehicle makes short-to-medium distances much more exciting. There is no pilot license needed to fly oneself through the air simply by entering a destination into the EHANG smartphone app. This independent human travel solution can bring a disruptive change to the future intelligent transportation.

Command centre can prohibit the take off during thunderstorms and other extreme weather conditions

The foldable EHang 184 takes off and lands vertically. It is much more convenient compared to a common helicopter, aircraft, paraglider or a balloon. Mass-adoption of the 184 has the potential to streamline congested traffic and dramatically reduce the kinds of accidents associated with any human-operated vehicle. EHang 184 automatically navigates passenger from point A to point B with its multiple independent flight control systems.

(EHANG)

As a precaution, the command centre can prohibit the take off during thunderstorms and other extreme weather conditions. Multiple backups are already in place to seamlessly take over in case of the unlikely event that a component fails. Several sensors provide a constant stream of real-time data. Furthermore, every communication system is encrypted and each drone comes with an independent key.

EHang 184 has a weight of about 200 kilogrammes (440 pounds), is 1.5 meters tall and powered by eight motors. They bring EHang 184 up to an altitude of 3.500 metres. The load capacity of 100 kilogrammes (220 pounds) is enough to transport an adult passenger for a 23 minutes’ flight at sea level at a medium speed of 100 km/h.

(EHANG)

The single passenger cabin with its four arms and eight propellers on the bottom occupies, when folded, the same space like a parking car. The EHang cabin with it tablet console, built-in air conditioner and 4G Wi-Fi Internet provides passengers with comfortable and enjoyable riding experiences.

“It’s been a lifetime goal of mine to make flight faster, easier and more convenient than ever. The 184 provides a viable solution to the many challenges the transportation industry faces in a safe and energy efficient way,” said Eang CEO Huazhi Hu. “I truly believe that EHang will make a global impact across dozens of industries beyond personal travel. The 184 is evocative of a future we’ve always dreamed of and is primed to alter the very fundamentals of the way we get around.”

It is possible to buy it in a few months for a price between 200,000 and 300,000 US-Dollar.

(EHANG)

About EHang, Inc.

EHang, Inc. is founded in April 2014 and located in Guangzhou (China). It is a technology innovation oriented company specialising in R&D, production and sales of intelligent unmanned aerial vehicles. In addition to EHang 184, they are offering smaller drones, called GHOSTDRONE. With their slogan “Make Everyone Enjoy Flying” bring they joy of flying to the masses.

Study considered 5,000 American families in Baltimore, Boston, Chicago, Los Angeles, and New York

Do health problems really occur more often in very poor neighborhoods compared to wealthy neighborhoods, and if so, what are the effects? A recently published study, co-authored by a professor at the US-based Massachusetts Institute of Technology (MIT) means it is also harder for families to move out of poverty if they live in high-poverty neighborhoods and if their children have health problems. “If families started out with a sick child in the home, they were much less likely to be able to move to a low-poverty neighborhood,” says Mariana Arcaya, an assistant professor in MIT’s Department of Urban Studies and Planning (DUSP) and co-author of a new paper detailing the study’s results.

The underlying data for this study are information from the federal government’s Moving to Opportunity (MTO) Program. Within the framework of this program, launched in 1994, poor families got the opportunity to move to new neighborhoods through the support of a voucher. In this way, it was maybe easier to improve their financial situation if they live in more wealthy districts. The study considered 5,000 American families in Baltimore, Boston, Chicago, Los Angeles, and New York. The results are indicating a coherence between the occurrence of child-health problems and the number of families moving to less poor areas. Fifty percent of families without health issues were using the chance to move from high-poverty to low-poverty neighborhoods. But only 38 percent of families with a child-health problem were moving too. Moreover, families with child illnesses who did move settled into neighborhoods where the poverty rate was 2.5 percentage points higher, on average, than the places where families without child-health problems settled.

“Movers that had a sick child were moving to slightly poorer neighborhoods,” Arcaya says. “Having that additional challenge in the family restricted people’s options.”

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These findings are an important issue and should not be neglected relating to sustainable urbanization. Environmental protection but also economic development and social development are essential pillars of sustainability. These three pillars of sustainability are an important foundation for numerous sustainability standards and certification systems in recent years.

Based on the provided data the researchers are not really sure why families with a sick child were less moving. But Arcaya has some ideas. “One is a bandwidth issue,” she says. “It’s a lot of work to try to find new housing in a different and more expensive neighborhood. It takes a lot of visiting and transportation and coordinating.” Indeed, it is more strenuous to move with a sick child.

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Also the removal expenses might be higher because they need cost-intensive support to provide care for their children. “People who have complicated challenges like caring for a sick child may be cobbling together support from informal sources,” Arcaya notes. Grandparents, relatives, and neighbors may all be instrumental in looking after kids. “Taking that system and saying, ‘We’re going to move,’ is a really challenging thing.”

Higher renting costs are the third barrier to use their given chance. The higher the rent, the less financial resources for unexpected health care costs. The fear of lost earnings because of a break that comes with caring for a sick child is strengthening the third barrier. “There might be some risk aversion,” Arcaya adds. “There’s this well-understood phenomenon, you get sick and that causes individual financial problems. … The risk of moving may be a little bit too much [for some families] if they are trying to maintain instrumental social networks and save money for when illness-related expenses arise.”

Further investigations are needed for a better understanding of the causes of these results. After this study, Arcaya hopes for more attention. “If health affects neighborhood choice, we need to know that,” Arcaya says. And maybe more urban planners and policymakers consider the findings. According to the study, we may constantly “undervalue direct investment in healthcare as a poverty deconcentration tool that could give poor families more social and economic choices,” at least in urban areas.

The study was partly supported by National Science Foundation, and the Robert Wood Johnson Foundation.

Entire battery replacement soon a thing of the past?

Developing (cost-)effective batteries is still a central challenge of electromobility. Liquid fuel for conventional combustion engines has a higher energy density. Furthermore, it is more economical for the end user – without consideration of external effects like pollution and its impacts on the climate. But things are changing rapidly. Drops in prices for batteries and regular innovations like the very large 2nd-use battery storage in Germany, Smartscooter from Taiwan or the energy management system which incorporates electric vehicles into the household are examples for the movement in the whole sector.

Normally a complete battery replacement is needed in case of one damaged cell

Scientists at the Fraunhofer Institute for Manufacturing Engineering and Automation IPA in Germany are researching on more efficient batteries too. They recently announced the development of a new type of battery cell which is much more cost-effective over the whole life cycle compared with previous models.

Cell replacement instead of an entire battery replacement

A battery of an electric car is usually made of more than a hundred battery cells. They are housed in a monolithic block together with other important technology. Theoretically, each cell should store the same amount of energy. Practically, they do not. It is not possible to produce hundred percent identical battery cells. It happens that their capacities vary. Because they are connected in series, the entire battery is only as strong as its weakest cell. And in case of one broken cell, a complete battery replacement is needed. If that is not enough, the electric car has to be recharged if only one cell is discharged. The remaining energy of the other cells would not help to continue driving. If manufacturer presort and install cells of similar capacities, the prices increase.

The researchers at Fraunhofer in Stuttgart (Germany) created an alternative. “Our modular battery system solves these problems,” says Dr. Kai Pfeiffer, Group Manager at the IPA. The team modified the battery. Information like charging status and temperature are recorded now by a built-in microcontroller in each cell. It enables to control the status of each cell.

In case of one discharged cell, the driver has not to stop driving like before. The empty cell simply decouples from the cluster, acting like a current by-pass. The remaining cells power the electric motor. “Depending on the cell quality, we can therefore increase the range by at least four percent,” explains Pfeiffer. “Over time, this effect is amplified: in the case of an old battery, and if the empty cells are replaced, it is conceivable that a range up to ten percent higher can be achieved”.

A prototype of the battery cell is already existing – Entire battery replacement soon a thing of the past?

Under these circumstances, manufacturers do not need to presort cells anymore. The lower manufacturing costs compensate the more complex battery with its new microcontrollers. Additionally, the capacities of the cells adapt to each other over time. Cells with a higher capacity run longer and their capacity decreases faster than earlier switched off cells with a lower capacity.

A broken battery cell is maybe no reason for an entire battery replacement in the garage anymore. The remaining cells are able to power the engine. The electric car is not dependent on an individual cell. And if desired, the owner can replace a single cell instead of the whole battery.

A prototype of the battery cell is already existing. The challenge is now to minimize the electronics and embed them into cells. “We want it to cost less than a Euro,” Pfeiffer says. Part of the development process is being conducted in the EU project “3Ccar”.